Zhirov Evgeny Alexandrovich
Deputy Director for Development
LLC "Avtomodern"
The article popularly tells about the main malfunctions of electronic pump nozzles installed on energy-rich general-purpose diesel engines, the reasons for their occurrence and the current solution options if it is necessary to repair the fuel system of engines of trucks, buses and special equipment equipped with these units. The article explains in detail the various aspects of a particular choice.
PUMP-INJECTORS: FAULTS AND REPAIRS.
I'll start, perhaps, in a somewhat unusual way, with an allegory question: answer yourself, if one or more transmission units of your car fail, you are ready to leave the car of the service company free of charge and buy from it the same new one (or repaired in Europe, but at the price of a new )? If so, do not waste time, this article is not for you.
Increasing the profitability of the enterprise is one of the main tasks of the management management. And I will not open America if I express the idea that this problem can be basically solved in 2 ways: by increasing the income or by decreasing the so-called costs (that is, by reducing costs). And if the current or planned state of the market influences the income to a large extent, then a reasonable reduction in costs depends entirely on the knowledge and professionalism of the company's personnel.
The purpose of writing this article is to familiarize a wide range of interested persons who have in operation heavy vehicles of the brands Volvo, Scania, DAF, Iveco, Mercedes, Hyundai, Renault, the fuel system of which includes electronic pump nozzles, as well as special construction equipment, passenger transport with “Caterpillar” engines, Perkins whose fuel system has electronic pump-injectors with hydraulic drive, with the existing possibilities of choosing the optimal solution in case of problems with these components.
FROM THE HISTORY OF PUMP-INJECTORS.
In the 80s of the last century, it became clear that further improvement of the characteristics of the fuel equipment of diesel engines by controlling their operation mechanically is becoming extremely problematic and leads designers to a dead end. The pressing requirements of the time: an increase in the specific power, an increase in the injection pressure and an improvement in mixture formation, the compactness of the equipment itself, the introduction of environmental standards, as well as the rapid development of electronics contributed to the creation of individual pump nozzles and pump sections for each cylinder of a diesel engine with an electronics unit that controls the operation of this product ... To understand what path the fuel equipment has made over the years, it is enough to compare the main external characteristics of the fuel system, for example, the YaMZ 236 engine (high pressure fuel injection nozzles), which appeared in the 60s of the last century: 1 injection per operating cycle, injection pressure 150 bar, fuel consumption 28 l / 100 km with engine power 180 HP and the fuel system of a modern diesel engine (using pump injectors): up to 4 injections per working cycle with a peak injection pressure of up to 2,500 bar, fuel consumption of about 30 l / 100 km at powers of 400-480 hp. That is, the specific power has increased almost 2 times, and the norms for the emission of harmful substances have been reduced dozens of times.
The pump-injector, which includes a high-pressure pump, a nozzle, a power actuator and a metering valve assembly in one housing, has the advantages of shortening the duration of the route of fuel under high pressure, increasing hydraulic efficiency, and reducing its own weight. It has an increased working pressure of injection up to 2500 bar in the latest generation unit injectors. It instantly reacts to commands from the engine control unit, which collects and analyzes the current information taken from external sensors to determine the required quantitative and temporal characteristics of fuel injection. This makes it possible to obtain optimal power values \u200b\u200bprecisely at a given operating mode, significantly save fuel, ensure minimal emissions into the atmosphere, and reduce the noise level of the engine. The pump-injector is more compact, it provides additional free space in the engine head for the installation of other parts of the internal combustion engine and is able to ensure the operation of the internal combustion engine in accordance with the environmental requirements of "Euro V".
We consider the most common types of pump nozzles on the territory of the Russian Federation and the CIS countries: these are directly "pump nozzles" / (EUI according to the European classification) and "pump sections" / (EUP according to the European classification). The only fundamental difference between EUI and EUP is that in the pumping sections the pressure is provided by a pump, which is located separately from the nozzle and is driven by the timing camshaft located either in the block or in the cylinder head.
Briefly, the principle of operation of EUI and EUP is as follows. The control solenoid valve is closed by receiving an electrical impulse. The plunger creates pressure and fuel is injected through the nozzle into the combustion chamber of the internal combustion engine. Further, everything is according to the laws of the genre of an ordinary diesel internal combustion engine: ignition of the fuel mixture, which, according to the laws of thermodynamics, does a certain job of moving the piston, and, through a reciprocating mechanism, transfers the working moment to the internal combustion engine crankshaft. Everything seems to be simple and familiar to the teeth.
- the control solenoid receives a command - an electrical impulse from the electronic engine control unit - to move the valve. The working chamber closes with cutting off the fuel from the line
- the plunger creates pressure for fuel injection
- injection takes place through a spray that creates a "fuel cloud"
It turns out that the main mechanisms that are subjected to the greatest loads and are subject to the most frequent failure: the valve assembly, which actually controls the fuel injection process in these systems, and the atomizer that directly injects and the proper atomization for a given cylinder.
FAULT CLASSIFICATION
Unfortunately, some car owners with these fuel injection systems have faced and continue to face problems that can be systematized into the following main groups: inability to start or difficulty starting the engine / excessive fuel consumption / uneven engine operation / loss of power / increased exhaust smoke. All this indicates violations in the work of EUI or EUP sections. It is possible to classify several of the most common causes of malfunction.
For a better understanding, we can say that the pump-injectors that make up the mechanical part of the control are distant relatives of the parts of the gas distribution mechanism operating in the head of the ICE block with the fundamental difference that the working fluid in our case instead of the air mixture is diesel fuel with its strictly outlined physical properties and under pressure tens of times higher.
In this way:
In the last (the rarest breakdown) place: failure of the plunger associated with mechanical damage, destruction of the spring and the pump-injector housing. It is unnecessary to comment on anything here.
This is followed by malfunctions of the electromagnetic control part. Failure of the specified unit leads to inadequate operation of the pump-injector at a certain operating mode of the engine and up to a complete failure of operation. However, due to the reliability of the elements of this part, such breakdowns are rather rare if the carrier observes the manufacturer's requirements for the fuel used.
The next place after the failure of the sprayer. Violations in the spray section affect the smoke of the internal combustion engine, a significant increase in fuel consumption and deterioration of environmental performance. Problems with the atomizer, in most cases, do not affect the decrease in the power characteristics of the engine and its replacement does not present great technical difficulty.
The most common (main) reason for the failure of EUI and EUP sections is the destruction of the valve assembly, its mechanical damage. I would like to dwell on this reason in more detail. Since the valve cuts off the fuel by closing it, a rather large load is created on the valve seat and the cutting edge of the valve disc. I must say that this mechanism is very reliable when using high-quality fuel (we have seen cars with a mileage of 1.5 million km and with family, i.e., factory-installed pump nozzles). The accuracy of manufacturing parts of this mechanism reaches 0.25 micron with gaps of precision units 1.5-2 micron. To represent this value, it is enough to say that the thickness of a human hair is about 50 microns.
What is the reason for the damage to the valve assembly? Undoubtedly, the high accuracy of modern products of fuel equipment requires the appropriate quality of the fuel consumed. This applies both to the purity of the fuel supplied to the unit injector and to its quality component. What does this mean? Mechanical impurities present in the fuel should be no more than 5 microns in size and their amount cannot exceed a certain level, otherwise these particles damage the valve assembly with a violation of its tightness, or foreign particles begin to "build up" on the valve assembly and it again loses its tightness ... The result is a significant excess consumption of fuel when the power characteristics of the engine drop.
Notches on the valve found during troubleshooting of the pump injector are the reason for the failure of the unit.
The consequence of the ingress of fuel with mechanical impurities.
Since temperatures in our country are negative for some part of the year, we are faced with the problem of violation of technological discipline when using fuel in low temperatures. Unfortunately, we have been contacted more than once by carriers with problems with fuel equipment, which had fuel in the fuel tank with a pungent smell of gasoline, acetone and even hydrogen sulfide. What was added to such fuel, in what quantity - one can only guess. But it is necessary to understand that the geometry of the valve assembly, the assembly itself, was designed and manufactured taking into account the physical and chemical properties of diesel fuel, its lubricating characteristics and the ability to form a film. The valve shape is calculated and is ideal for cutting off diesel fuel with its physical characteristics under high pressure. Suffice it to say that the solvent "dries" the valve assembly, the presence of gasoline gives the fuel boiling (airing); the presence of various additives in the fuel in excess of the permissible norm, as well as prohibited for use, indicates the formation of a light coating on the working surfaces of the valve assembly, which also leads to mechanical damage and product failure. We have not studied the physicochemical processes in which this plaque is formed. It remains only to assume that under the influence of pressure and temperature, crystallization and precipitation of certain substances occurs. Talking about the formation of resinous deposits, the impact of water is unnecessary. This is known to every novice carrier. However, this does not decrease the number of requests. Statistics show that in almost 100% of cases, when replacing a valve assembly, a sprayer needs to be replaced.
ONCE AGAIN ABOUT OPERATING CONDITIONS.
The fuel systems of modern diesel engines are quite reliable. Suffice it to say that at this point in time manufacturers produce pump injectors designed for the entire service life of the internal combustion engine (resource from 700,000 to 1.5 million kilometers). But, like any technique, these products require an appropriate attitude towards themselves, strict adherence to the manufacturer's requirements. Above we have already talked about the requirements for fuel. All other requirements are compliance with technical conditions to ensure the supply of clean and high-quality fuel to the unit injectors on the vehicle itself. Let's start from the beginning: the use of home-made (welded in artisanal conditions) steel fuel tanks is not allowed due to the occurrence of corrosion and the ingress of corrosion products into the pump nozzles. It is imperative to use fuel separators, for our conditions - preferably heated, which significantly improves the physical characteristics of separation. High-quality separators retain solid fractions up to 10-15 microns in size, ensure proper operation of the fine fuel filter (significantly weaken the flow of solid fractions at low fuel pressure), save a low pressure pump. It is imperative to use original (or, in extreme cases, high-quality and reliable) fine fuel filters. It must be remembered that ensuring proper filtration of 2-4 microns is possible only with the use of a high-quality filter and prepared fuel with a mass fraction of solid fractions not exceeding the limit values. Replacement of fuel filters under operating conditions in Russia and the CIS countries should be performed more often than the period recommended by the manufacturer. There are known cases when the reason for the failure of the pump-injector was detached filter elements of the fine filter. Thus, the use of fuel of proper quality and competent care of the elements of the fuel system are the key to long and reliable operation of a diesel engine. And, if refueling with high-quality fuel is a kind of tape measure in our conditions, then the maintenance of the elements of the fuel system is completely in the hands of the carrier.
WHERE TO GO TO? PART ONE: OFFICIAL.
Repairing the pump - nozzles or buying new ones - this is the question to which we will try to give an objective answer in this article.
What happened, and when the work of the pump-injectors deteriorates or fails, the vehicle owner is faced with a dilemma: what to do, that is, where to go? Some time ago, the choice was limited to the installation of new pump-injectors, as a rule, at the company service. This path has its positive aspects, but it has one significant disadvantage: the price. And this price - by the way - consists of many accompanying details. Regardless of what kind of malfunction the pump-injector has, the official service does not have the authority to repair it, that is, the functions “removed / installed / configured” are assigned to it. In this case, regardless of the cause of the malfunction, you pay for the entire unit as a whole. For example, a sprayer is out of order, at a cost of only one-seventh to one-tenth of the total cost of the pump-nozzle, and weighing 20 grams. - be so kind to pay seven to ten times for the entire product, add to this VAT and customs duties, that you, in principle, did not need the transport component (how many of the same nozzles will fit into the box from under the pump - nozzles weighing 1.5-2 kg? Believe me, it will be enough for one, three, or even five kits for five cars). Yes, of course, the Client additionally receives an already configured product taken out of a beautiful branded packaging, as well as a guarantee, which is supported by a wide network of authorized stations (Carriers are increasingly faced with the fact that, in the case of determining the use of low-quality fuel as the reason for the failure of the pump - the warranty is void of the injector. And rightly so). But isn't the price too high? If there is no alternative, no. Are there other ways?
WHERE TO GO TO? PART TWO: THE ABROAD WILL HELP US.
Of course, there have been attempts to create an alternative to this path. And the first is a banal purchase of new, or rather, remanufactured (since new products are practically not supplied to the secondary market) pump nozzles abroad with further installation in their homeland. The price is already much cheaper, but we are not talking about a guarantee. And if anything, then apply again for distant lands. But I will not bend my heart and note that the quality of the products is quite consistent and the overwhelming majority of such products work at the proper level. You just need to understand where to buy and how to deliver.
WHERE TO GO TO? PART THREE: BUSH.
And, if we do not consider the banal purchase of new / remanufactured unit injectors abroad, the results of attempts to reanimate the pump-nozzle were difficult to name other than handicraft until the recent past. The reasons for this: the lack of stands for conducting test operations, the tests themselves, the lack of proper spare parts or the use of low-quality ones, the lack of experienced personnel to set up the equipment and work on it. In the best case, the results of the work were a short engine operation (as a rule, the resource rarely reached 10,000 km) or satisfactory engine operation only in some operating modes. Answer yourself, what does the resource of 10,000 km mean for a modern carrier, or is it normal operation only in part of the engine modes, when the car does not develop the required power or there is significant fuel consumption? This means: significant additional costs, uncertainty and a blow to the reputation of a reliable carrier - that is, everything that helps to become non-competitive in modern conditions. Does the carrier need it?
WHERE TO GO TO? PART FOUR: CIVILIZATION.
In a period of rapid market development and a lack of transport, favorable for the owners of heavy vehicles, carriers flocked to an authorized dealer, who removed the defective part, replaced it with another one (partly also restored, but abroad and delivered in the original packaging) and took the proper amount for this. This aspect has already been discussed above. But the crisis is good because it sweeps aside everything superficial and makes it possible for something new to arise.
By that time, Russia had formed the largest fleet of used heavy trucks produced in the second half of the 90s - early 2000. Neither the countries of Europe nor the United States can compare with such a fleet of vehicles (well, it is not customary to operate equipment with such runs there). And if we consider only the fleet of heavy equipment under the brand name "VOLVO", then the number of units in the homeland has long crossed the 50 thousandth mark. Of these, used, over 5 years old, more than 30 thousand trucks go on the roads of Russia. Taking into account the quality of Russian diesel fuel, the need to repair pump-nozzles at least once every 400-500 thousand kilometers, by means of simple calculations we find that only the number of heavy trucks of this brand for repairing pump-nozzles is over 15 units per day. In reality, even more. This park requires maintenance at reasonable prices but of adequate quality.
Conventionally, the equipment used for testing and repairing unit injectors can be divided into 2 categories. The first category is equipment recommended by the manufacturers of pump injectors themselves, which have the ability to control and remove all the necessary parameters, as close as possible to testing the product directly at the manufacturer's plant. Equipment belonging to this category has a high quality of inspection and testing, high performance, unification, but has one significant drawback: high cost.
The second category is the equipment of manufacturers who do not have recommendations from the manufacturer of the pump injectors. Such equipment is much cheaper and is produced by a number of companies in Italy, Greece, Turkey. Equipment from this group also allows testing pump-injectors, but, alas, not with the same quality. De facto, it is not possible to see the same volume of indicators of the tested product on them as on the equipment of the previous category. That is, some of the necessary characteristics of the pump-injector will be hidden from the eyes of a specialist. In addition, these stands were not authorized or recommended by the manufacturers of pump-injectors, which means that they cannot de jure be considered an official alternative to an authorized service, for example, Volvo.
Currently over 90% of the pump injector market is shared by the following manufacturers: Delphi - formerly Lucas, Bosch, Cummins. The first two companies pursue a policy of developing a network of authorized service centers for testing and repairing pump injectors in various countries of the world. Each manufacturer has its own policy, its own successes and shortcomings.
The network of Bosch service centers has been greatly developed. Sometimes in a city with a population of 100-150 thousand people there are 2-3 such services. And this is good. But not many Bosch Diesel Service stations are fully equipped for testing and repairing unit injectors. Also, the Bosch company, unfortunately, does not supply part of the units required for the repair of EUI and EUP. As a result, it is not always possible to get a complete repair of these systems. It is necessary to note one more significant factor: the availability of proper experience and knowledge of the employees of the service station.
Booth EPS815 manufactured by Bosch
At the moment, the only manufacturer of pump injectors for high-energy diesel engines used in trucks and special equipment, which supports authorized repairs and the supply of all necessary components for most of the pump injectors of its own production, is Delfay. This company, in collaboration with the manufacturer of test equipment, Hartridge, UK, has extensive experience in creating a network of diesel services in various countries of the world. Recently, the company has been trying to enter the Russian market to create and authorize a network of diesel services that would be able to diagnose and carry out repair and restoration work on pump-injectors at the quality level of a new product, while providing the necessary guarantee and reasonable price.
AVM2-PC stand approved by Delphi
The Delphi company in cooperation with the manufacturers of test equipment "Hartridge" has developed and offers a program covering the full range of repair and restoration of pump-injectors of the "A" and "E-1" series. In the future for this year - the creation of software and the release of components for the series "E-3" (the so-called "four-contact" pump-injectors). The specified Delphi program includes recommended test equipment, tools, personnel training, diagnostics, test plans, parts lists, the components themselves, which, according to the company's policy, as opposed to Bosch's policy, should be distributed only to the company's official partners. All of the above creates a rather attractive proposal for restoration, as an alternative to installing new pump injectors for diesel engines: Volvo, Renault, Hyundai, John Deere. According to the available data, at the moment in Russia there is only one authorized service "Delfay" for the refurbishment of pump-injectors and another application was accepted by the representative office of "Delphi" for authorization for this type of work.
It seems that the ice has broken, but there are not so many reasons for optimism. Despite the growth in the number of specific services, there are no queues at all for many of them. It seems that the scope of companies providing such services is wide; however, in reality, this world is narrow, the quality of work is passed by carriers from mouth to mouth. But the customer wants to let his expectations be deceived only once. As an example, testing at the stand. When communicating with drivers, I often heard the following from them: “At such and such a service they said:“ You see, everything goes through the tests. So all is well. But the car doesn't go. " In other words, the carrier needs the car to work properly. What does he need to comply with the tests? But no, the masters will persistently say that everything is fine, what questions there may be. The carrier will give up and go to the official service and will again pay for the entire nozzle as a whole, plus transport plus customs plus a surcharge for the brand (see part one "Official"). And the workshop will wait for the next client, who will never come to them with his second car and will advise others to drive around half a mile away.
Meanwhile, the quality of the restored unit injector may not be inferior to the original due to the use of recommended test equipment, original components, software by knowledgeable personnel, and sometimes even surpass the original due to the possibility of initial adjustment of the recovered unit injector to slightly different characteristics of Russian diesel fuel.
Unfortunately, services that understand the whole process, know the technology, use the proper equipment, and high-quality components, properly perform diagnostics and refurbishment services for pump-injectors, can be counted on the fingers of one hand, and the country is big and the need for such services services are also large (see above). That is what the drivers are using by word of mouth where fuel systems for heavy equipment can be repaired with high quality and relatively inexpensively.
I am sure that the information provided in the article will be useful to the reader, providing him with an overview of the current possibilities on this problem, because the author of the article is an adherent of the idea that a person should make decisions himself and be responsible for them. And the task of a specialist in any field is to provide the client with the necessary and truthful information.
In the work of special equipment, as well as heavy trucks, as in any passenger car, sooner or later problems arise associated with the functioning of the engine and other auxiliary elements. In particular, this article will focus on the restoration of the unit injector. It is not a problem to buy new nozzles today, they can be ordered at spbparts or in any other store. But if there is no desire to spend money, you can always try to restore the functionality of the failed elements.
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Adjustment of the unit injector
The LF adjustment procedure on tdi engines and similar units is as follows:
- The valve cover is removed first.
- The crankshaft must be turned until the camshaft presses one NF. In this case, the rocker arm rises up.
- Then the fixing nut should be unscrewed slightly, a few turns.
- The adjustment bolt is screwed in until it stops until it rests and presses the NF.
- Next, the adjusting bolt should be turned 180 degrees counterclockwise, thus reducing the pressure on the NF.
- Then, while holding the bolt, tighten the fixing nut. Now all that remains is to crank the crankshaft until the crankshaft clicks on the NF (the author of the video instructions on the step-by-step adjustment of pump injectors in a Volkswagen car is the BIGMAN-garage channel).
How do I restore NF?
Immediately, we note that the procedure for restoring these parts is possible only at a special stand.
Therefore, as a rule, car owners turn to specialized service stations for help:
- First, we carry out diagnostics; for this, the dismantled NF should be tested at the stand. A new spray element is mounted on the device, and then the stand checks the operation of the NF in different modes. In the event that, with a new atomizing element, the NF "underfills" about 10% of the fuel, but no more, this indicates that the problem can be solved by replacing the component.
- If the "underfilling" is more than 10%, this indicates a large wear of the valve, that is, it is necessary to overhaul the NF. In this case, the sleeve must be ground to the required repair size. As a rule, the diameter should be increased by 50 µm, this will eliminate the waste.
- The valve itself should be chrome-plated and then sanded to the specified standard dimensions.
- The bushings should also be ground, the same goes for the plunger. However, this part does not need to be chrome-plated - titanium nitrite is applied to it; for this, a vacuum deposition method is used.
- If necessary, the valve itself can be treated with nitrite.
Photogallery "Analysis and repair of NF"
Many experts believe that flushing does not help, and it is recommended not to spend money, but if a problem arises, contact diesel services.
the site is an aggregator of car services. We do not repair cars ourselves, we help to find a service center that will do the job quickly, efficiently and inexpensively. The service "restoration of seats for unit injectors in Moscow" is carried out in several service centers. You just need to send a request to the car service and the craftsmen will make you offers on price and terms. You will not receive a single extra call. You yourself will choose the service in which you want to repair your car.
Car services where the service is provided - the restoration of seats for pump injectors, are presented below
Factors affecting the price of the service - restoration of seats for unit injectors in Moscow
It is well known that the cost of car repair depends on several aspects. Among them are the following:
- the cost of spare parts (original, China, alternative manufacturers);
- personnel qualifications;
- the level of service station equipment (the presence of painting chambers, lifts, special tools and equipment, etc.).
For example, the price of the service - restoration of seats for pump injectors in Moscow will also depend on factors such as age, make and model of the car. We are confident that car services will compete for your order and offer the best conditions. The centers have a system of discounts for regular customers.
In the head of the engine block of cars of the VAG group, in particular 1.9TDI PD / 2.0SDI PD / 2.0TDI PD / 2.5TDI PD, over time, the seat of the unit injector breaks. This leads to the airing of the system, resulting in a deterioration in the start of the motor after parking for a long time. Subsequently, the oil level also increases due to the penetration of fuel into the crankcase. Losing sight of this lack of repair is fraught with the fact that the power unit is peddling.
The specialists of our Diesel Center carry out Restoration of seats for unit injectors Volkswagen without removing the cylinder head.
Cars with engines 1.4TDi, 1.6TDi, 1.9TDi, 2.0TDi
Details by phone +375 44 797-00-70
The main recommendation for car owners here is to check the degree of wear of the wells with the timely replacement of the sealing rings. A wear value of 0.15 mm indicates the need to rebuild the seats, while a value of 0.2 mm or more indicates the inability of the seal rings to ensure tightness. At first, we practiced replacing block heads, but this led to the return of more than half of the machines already with fairly worn out wells. In addition, the heads themselves often had a condition not only exactly the same, but even worse. Later, our specialists switched to the use of aluminum bushings for restoring the seats (with the removal of the cylinder head). However, the simultaneous wear of both the seat and the body of the unit injector led to the fact that the worn out part of the latter began to “gnaw out” the material used. The direct restoration of the pump-nozzle wells has proven to be cost-ineffective. Ultimately, we came up with the technology of installing steel bushings without removing the cylinder head. For heavily worn injectors without the possibility of replacement, an option is offered to bore the body to the size for the needs of repair, followed by sealing with a repair diameter. The arising problem of the impossibility of installing a standard nozzle is solved by further boring the seat to the size according to the standard.
For several years now, this technology has been successfully demonstrating its effectiveness in practice. After appropriate exposure, the heads are characterized by stable functioning (including in combination with worn out nozzles). So do not immediately change the cylinder head, but rather bring or send the part to us for high-quality and prompt repair.
From 18 March 2017 year, our company provides warranty obligations for the repair of cylinder head wells pump injectors for
720 days !!!
It is important to check the mounting thread of the unit injector (especially when tightening the mounting bolt). Stretching threads must be repaired. Without this, the unit injector will not stay in the seat, the engine will stall, and the oil will mix with the fuel in sufficient quantity to make it necessary to replace it (in addition to other work / costs).
the site is an aggregator of car services. We do not repair cars ourselves, we help to find a service center that will do the job quickly, efficiently and inexpensively. The service "restoration of seats for Volkswagen pump injectors in Moscow" is carried out in several service centers. You just need to send an application to the car service and the craftsmen will make you offers on price and terms. You will not receive a single extra call. You yourself will choose the service in which you want to repair your car.
Car services, where the service is provided - restoration of seats for Volkswagen pump injectors, are presented below
Factors affecting the price of the service - restoration of seats for Volkswagen pump injectors in Moscow
The service is available for the following Volkswagen models:
181 Amarok Arteon Beetle Bora Caddy California Caravelle Corrado Derby Eos Fox Golf Golf Country Golf GTI Golf Plus Golf R Golf R32 Golf Sportsvan Iltis Jetta K70 Karmann-Ghia Lupo Lupo GTI Multivan Passat Passat (North America) Passat CC Phaeton Pointer Polo Polo GTI Polo R WRC Routan Santana Scirocco Scirocco R Sharan Taro Teramont Tiguan Touareg Touran Transporter Type 1 Type 2 Type 4 up! Vento XL1 It is well known that the cost of car repair depends on several aspects. Among them are the following: For example, the price of the service - restoration of seats for Volkswagen pump injectors in Moscow will also depend on factors such as age, make and model of the car. We are confident that car services will compete for your order and offer the best conditions. The centers have a system of discounts for regular customers.
